E 190 Engines

Engines
• The EMB-190 is equipped with two GE CF34-10E6 turbofan engines.

Each engine is housed in an aerodynamic nacelle suspended by a
pylon installed under the wing.
• The engine produces maximum power from 17,100 lbs up to 18,500

lbs on the reserve mode (RSV) at ISA condition.
• The engine is a high-bypass, two-spool, axial-flow, turbofan engine. It

can be divided into the following modules: the cold section, the
accessory gear box, the combustion liner and stage 1 nozzle assembly,
the high-pressure turbine and the low-pressure turbine.
• The engine basic characteristics are: A single-stage low-pressure fan

that is driven by a four-stage low-pressure turbine. This spool
represents the N1 speed indication on the cockpit.
• A 9-stage, axial-flow compressor with variable geometry Inlet Guide

Vanes and stator stages driven by a two stage high pressure turbine.
This spool represents the N2 speed indication on the EICAS.
For Training Purposes Only Page 95

• A dual-channel Full Authority Digital Electronic Control (FADEC)
provides flexible engine operation, reduced pilot workload, and the
highest level of reliability, safety and maintainability.
• The accessory gearbox provides mounting pads for the electric

alternator, IDG, and the hydraulic pump.
• 5 thermocouples mounted in the inlet stream of the low pressure

turbine sense the gas temperature and send their signals to the
FADEC.
• The signals are used for ITT indication, hot start logic and flame out
detection. Engine fuel flow is measured within the fuel control unit that
also sends a signal to the FADEC and to the EICAS for indication.
• The engine fuel system has two sub-systems: a fuel control system,
and a fuel distribution system, which provides the engine with
scheduled fuel for combustion.
• The engine fuel control system is composed of a two channel Full

Authority Digital Electronic Control (FADEC), a Fuel Metering Unit
(FMU), a Permanent Magnet Alternator (PMA), engine sensors,
Variable Geometry (VG) actuators, and an Operability Bleed Valve
(OBV). The components of the fuel distribution system include the fuel
pump, fuel filter, fuel manifold, and 18 fuel injectors.
• Fuel supplied by the airplane fuel tanks flows to the engine fuel
pumps. Upon exiting the tanks, the fuel flows through the low-
pressure pump and then divides into two paths. One flows through the
high-pressure fuel pump and returns to the fuel tank as motive flow.
• The second flows through the fuel/oil heat exchanger to the high-
pressure fuel pump. The flow leaves the pump and passes through the
fuel filter. Once filtered, the fuel flows to the FMU.
• From there the fuel is returned back to the fuel pump to increase the
fuel pressure before it enters the FMU. The FMU meters the fuel by
means of FADEC inputs, and sends this fuel by way of the fuel
manifold to the 18 fuel injectors mounted in the combustor frame.

• The fuel control system is managed by a
two-channel Full Authority Digital Electronic
Control (FADEC). The FADEC controls the
engine fuel requirements in response to
thrust command inputs from the aircraft.
• The FADEC software provides thrust

management based on aircraft and air data
inputs. These inputs are used to calculate
appropriate reference N1 for any given
thrust lever position.
• FADEC is powered from the Aircraft DC

Electrical System until approximately 50% N2 when it then receives its
power from the Permanent Magnet Alternator (PMA).
• Some of the N1 references are modified by discrete inputs like

Automatic Takeoff Thrust Control System (ATTCS), thrust reverser
position, Weight On Wheels, and bleed discrete inputs.
• In addition to setting the correct N1 for a given TLA position, the

FADEC schedules limit fuel to protect the engine speeds, temperature
and Compressor Discharge Pressure (CDP) limits.
• The engine fuel indicating system is monitored by engine-mounted

sensors that provide their information to the EICAS. The indicating
system consists of a fuel filter by-pass switch, a fuel low-pressure
switch, and a fuel flow-measuring device.
• The purpose of the engine oil system is to provide lubrication and

cooling to the turbine engine main shaft bearings and the accessory
gear box bearings.
• The engine lubrication system contains the following main

components:
o An oil reservoir, which is an integral part of the accessory

gearbox
o The lube and scavenge pump

o The Oil Filtration Module, which includes a filter by-pass valve
o Fuel/oil heat exchanger which cools the oil and heats the fuel.
• The engine oil system can be monitored on the EICAS and MFD status
page. The EICAS indicates the engine oil pressure and the oil
temperature. The engine oil pressure
readout is displayed in pounds per
square inch for each engine.
• Indication is green in normal operation, amber when operating in the

cautionary range and red when operating limits are exceeded. The
engine oil temperature readout is in degrees Celsius for each engine.
Indication is green in normal operation and amber

when operating in the cautionary range. Engine oil
level status is displayed on the MFD status page in
quarts.
• Each engine has its own scale with pointer and a numerical display.
The left scale corresponds to engine 1 and the right scale is for engine
2. The scale is divided into two segments. The bottom segment is the
amber region and an upper segment, which is displayed in white, is
the normal region.
• The engine ignition system

provides the electrical spark
required for initiation of engine
combustion of the fuel/air
mixture during start, engine
auto-relight, and when the
ignition selector knobs are
selected to OVRD position. The
system also performs engine
flameout detection and
automatic relight logic. The ignition system for each engine consists of
two ignition exciters, two ignition leads and two igniters.

• Engine ignition is controlled by the FADEC and integrated aircraft
systems that automatically initiate ignition in response to engine core
speed developed by the starter air system. Only one igniter is
energized for ground starts so that latent faults can be detected. Two
igniters are energized for air starts, flameouts, loss of ARINC busses, a
missed light-off or if continuous ignition is requested by the pilot.
• Selection of the ignition system can be performed manually from the

Engine Control Panel by selecting the ignition selector knob to the Off,
Auto or OVRD position.
• When ignition is selected to the auto position, the FADEC automatically

controls the ignition system, depending on engine requirements. When
ignition is selected to the OVRD position, the FADEC continuously
activates both exciters when the engine is running.
• The FADEC will deactivate the ignition system under the following
conditions: Upon engine shutdown or when the pilot sets the Ignition
Selector Knob to OFF during dry motoring on ground. In flight the
FADEC disregards the OFF position. After each engine start the
FADEC swaps igniters.
• The FADEC activates both igniters whenever a flameout is detected in

flight or on ground. When this occurs, a FAIL indication is displayed in
the center of the N1 dial. A WML icon is displayed beside the
respective N2, indicating that the engine auto-relight attempt is in
progress. The ignition remains ON (annotated by the IGN A/B just
above the WML icon) for 5 seconds after the flameout detection has
been cleared.
• If the engine relight does not occur within 30 seconds when the N2
rotation is below idle, moving the START/STOP selector knob to the
STOP position will terminate the auto relight
• The engine starting system is designed to provide sufficient rotor

speed to initiate combustion light-off, and to obtain self-sustaining
engine propulsion. The starting system includes an Air Turbine Starter
(ATS), a Starter Control Valve (SCV), portions of the bleed air system
and starting control panel. Engine starting is a combined aircraft and
FADEC operation.

• The FADEC controls fuel flow, the starter command and the ignition
command, while the aircraft controls the starter control valve and the
Engine-Driven Pump (EDP) of the hydraulic system, and also switches
power to the ignition exciters as commanded by the FADEC. The
aircraft also manages the bleed system interface during starts.
• By selecting the start/stop selector knob on the engine control panel

momentarily to the start position, pressurized air is directed to the air
turbine starter, which rotates the engine rotor via the accessory
gearbox.
• The FADEC automatically commands the ignition and fuel flow “ON”.
The FADEC schedules the fuel flow to accelerate the engine to Idle, de-
energizes the Starter Control Valve at approximately 50% N2, and
turns the ignition off when the engine reaches idle. The isolation valve
is automatically controlled only if the X-Bleed switch is selected in the
“pushed in” (auto) position.
• With the Engine at Idle, remember the 2-4-6 rule:
o N1 Approx 26% - 27%
o ITT Approx 460° - 520° (depending on OAT)
o N2 Approx 62% - 65%
o Fuel Flow Approx 550#/hr
o Oil Press >25psi
• Also once the engine is at idle the ITT red pointer will jump from the
start limit of 740° to 947°.
• For windmill start, the engine rotors are rotated by the aircraft forward
airspeed, providing windmill rotation. The start is commanded through
the start/stop selector knob, and the FADEC then automatically
commands ignition and fuel. Ignition will be turned off when idle speed
is reached.
• The hydraulic Engine Driven Pump is unloaded by energizing the

Engine Driven Pump solenoid during engine windmill starts in order to
reduce drag on the core rotor.

• An assisted start sequence is carried out as follows:
o The ignition switch is placed in auto position.
o The bleed air system is then configured so that air at the Starter
Control Valve is available.
o The start/stop selector knob is momentarily selected to START,

so that the MAU senses the START switch closure and sends the
START switch signal to the FADEC.
o The Starter Control Valve opens. The FADEC commands the

ignition on at approximately 7% N2, and the fuel metering valve
to open at approximately 20% N2.
o The FADEC will schedule the fuel flow to accelerate the engine to
idle and will de-energize the Starter Control Valve at
approximately 50% N2.
o Ignition will be turned off when the engine reaches idle.
• An inflight assisted start is identical to a ground start, but the FADEC

will open the metering valve if N2 has not reached 20% after 15
seconds.
• A windmill start is performed according to the following sequence:
o The ignition switch is set to auto.
o The start/stop selector knob is momentarily set to start.
o The switch position is sensed by the MAU, which sends the

START switch signal to the FADEC.
o Since no pneumatic pressure is available, the Starter Control

Valve does not open.
o The FADEC recognizes that the Starter Control Valve remains

closed after the open demand and automatically commands
ignition and fuel flow at 7.2% N2 or after 15 seconds if 7.2% N2
is not yet reached.

o The FADEC will schedule fuel flow to accelerate the engine and
turn off ignition as idle speed is reached.
• The FADEC start protection logic provides automatic Hot, Hung and
No light-off start protection with the aircraft weight on wheels. Hot
and hung starts are not protected in the air by the FADEC.
• The hot start protection will terminate the start when ITT rises above
740°C during a ground start, by closing the fuel metering valve and
shutting off ignition. The FADEC will not de-energize the starter driver
in this case to allow immediate engine cooling by motoring. To
terminate motoring, the start/stop selector knob has to be moved to
STOP.
• The thrust reverser assembly is located directly aft of and is clamped

to the aft fan case. It forms a duct for fan exhaust air when the left
and right assemblies are latched in place.
• Each thrust reverser half

consists of a fixed
structure that supports
the transcowl, houses
the cascades, and
contains the thrust
reverser actuation
system.
• In the forward thrust configuration, the transcowl is in the forward,

stowed position covering the cascades. In the reverse thrust
configuration, the transcowl is in the aft, deployed position blocking
the fan duct and exposing the cascades.
• The assemblies have a translating cowl that moves aft when

commanded by the thrust lever, resulting in a re-direction of the fan
air-stream during reverse thrust operation.
• Each thrust reverser half is operated by two hydraulic actuators

pressurized by the aircraft hydraulic system (#1 Engine Reverser
powered by Hyd System 1 and the #2 Engine is powered by Hyd
System 2).

• The actuators extend when reverse is selected, and drive the transcowl
aft along tracks on the upper and lower beams of the thrust reverser
fixed structure. Appropriate interlocks and position sensors, which
indicate the position of the transcowl to the flight crew, are
incorporated in the system.
• The thrust reverser is controlled from the cockpit

through a thrust reverser control, integrated into the
Thrust Control Quadrant.
• This allows the thrust reverser to be deployed or

stowed by hydraulic actuators mounted in the thrust
reverser.
• The FADEC receives various inputs such as Weight On

Wheels, wheel speed, and Thrust Lever Angle from the aircraft
systems, and activates the system logic when all signals are correct for
reverse thrust.
• Once the thrust lever is retarded into

the reverse range of the quadrant, the
cowl lock and Direction Control Unit are
energized, which enables the thrust
reverser to be deployed.
• The thrust reverse deployment occurs

only if the airplane is on ground and the
respective engine is running. Moving
the thrust lever to Idle enables the
lifting of the Thrust Reverse Trigger.
• Moving the thrust lever to the reverse position commands the thrust
reverse deployment. During normal operation the FADEC will limit the
thrust to idle until the thrust reversers for both engines are fully
deployed, thereby minimizing the possibility of un-commanded
asymmetric thrust.
• If the engine is inoperative the thrust reverse trigger is not released,

so the respective thrust lever cannot be moved to reverse position,
however, full reverse thrust remains available on the operative engine.

The thrust reverser is not designed to operate in flight and Un-
commanded thrust reverser deployment limits engine thrust to flight
idle.
• The engine thrust control is provided by the thrust management

system within the FADEC, and controls the engine in response to
thrust command inputs from the aircraft.
• The aircraft provides 28 VDC from the essential bus to each FADEC
channel for system power when the engine is not running or when
performing a FADEC controlled engine start with an engine speed
below 50 % N2. 28 VDC from the DC Essential Bus is supplied for T2
sensor anti-icing, and 115V/400 Hz power to each ignition exciter.
• Selection between the aircraft 28 VDC from the essential bus and the
PMA power is performed automatically by the FADEC when the engine
speed is greater than 50 % N2.
• The engine monitoring function is also performed by the FADEC by

monitoring inputs from various sources and by performing tests for
failures and over limit conditions.
• The FADEC supplies ARINC 429 outputs of engine parameters and

status to other aircraft avionics, and supplies information to aid in
detection, reporting and storing of faults, engine dispatch level and
exceedance information, and data for trend data records.
• The FADEC will perform diagnostics

on its input data to determine if any
failures exist. If a failure exists, and
if the failure is one that the pilot
should be aware of, a message or
indication will be displayed.
The Thrust Control Quadrant (TCQ) is

located on the aircraft cockpit center
console and combines two lever
assemblies, one for each engine, which
may be operated independently, in unison
or in autothrottle mode.

The full travel of the thrust levers is 85.0°, divided into five settings which
provides RVDT’s output signal corresponding to:
MAX reverse at 0.5° TLA, MIN reverse at 12.0° TLA, IDLE at 22.0°
TLA, TO/GA at 75.0° TLA and MAX power at 85.0° TLA.
These five settings are also identified and illuminated on both sides of the
thrust control quadrant.
• The Thrust Control Quadrant case is provided with two soft detents
(grooves), one at TO/GA (75.0°) and the other at MIN REV (12.0°).
• The MAX REV position is achieved by pulling the thrust lever against a
spring. Positive adjustable stops are provided at the MAX and MAX REV
positions to limit the movement of the thrust levers. Thrust levers are
capable of unrestricted forward movement from IDLE to MAX power.
• Two electrical idle stop solenoids, one for each thrust lever, are
installed on the thrust control quadrant at the 22.0° TLA position.
• These solenoids provide protection against thrust lever command

below idle in flight. Power to these solenoids is provided by the SPDA,
and allows selection of reverse thrust immediately after touchdown
and during ground operations.
• Position indication is provided by two micro switches (one for each

solenoid), which sense the Idle Lock shafts and trigger messages on
the EICAS whenever the solenoids become unlocked during flight or
locked on ground.
The TO/GA switches are mounted on

each thrust lever to enable the pilot to
manually generate a Take-Off/Go-Around
signal.
They are momentary push button, single

pole single throw. The A/T disc switches
on each thrust lever enables the pilot to
manually switch off the autothrottle
system.

• The autothrottle servo drive with associated control electronics is
provided for each lever. The servo drive features a motor and gear
head combination to provide required force to operate each lever.
• The AUTOMATIC TAKEOFF THRUST CONTROL SYSTEM (ATTCS),

controlled by the FADEC, automatically provides engine thrust reserve
(RSV) in the event of an engine failure during takeoff, go-around
phase or windshear warning detection.
• The T/O Dataset Menu page on the MCDU provides ATTCS mode
setting. The ATTCS status (ON/OFF) may be selected via MCDU on the
Takeoff Data Set page.
• However, if no selection is made before

takeoff the system assumes status ON
by default. The ATTCS is armed
(Green “ATTCS” above N1 gages)
when:
o Either thrust lever is in TO/GA position during takeoff
o ATTCS is selected “ON” on the Takeoff Data Set page
o During a go-around.
• The ATTCS is activated manually whenever the system is armed and

either TLA is advanced above TOGA position.
• If ATTCS is activated, the green

“ATTCS” indication disappears and
the cyan thrust mode will be
displayed with an additional “RSV”
indication.
• When the flight crew shuts down an engine, an “OFF” icon will appear
in the ITT gage. If an engine should fail, a “FAIL” icon will appear.
• ATTCS will become active when:
o There is a 15% difference in N1
o Engine failure during Takeoff

o Engine failure during Go-Around
• The following thrust ratings are available on the CF34-10E Engine:
o TO-1, TO-1 RSV
o TO-2, TO-2 RSV 5 Minute Limit!
o TO-3, TO-3 RSV
o G/A, G/A RSV
o Climb
o Cruise
o MCT
• There are Four (4) Idle Thrust Ratings controlled by the FADEC:
o GRD Idle
o FLT Idle – WOW and Approach Idle Not Selected
o Approach Idle – WOW, Approach Mode Set, Flaps >10°, Gear

Down and <15,000ft
o Final Approach Idle - < 1,200ft, Approach Configuration

(considers Anti-Ice off regardless of system status)
• Flexible takeoff is a reduced takeoff thrust setting based on

assumed temperature. The FADEC determines flexible takeoff rates for
any of the two possible takeoff modes, reducing the takeoff thrust
based on assumed temperature set on the Takeoff Data Set page. The
indication FLEX TO-1, FLEX TO-2 or FLEX TO-3 will be displayed on the
EICAS for the respective flexible takeoff thrust.
• The flex takeoff reduction is limited to climb thrust.
• The Thrust Management System (TMS) is configured in a dual

redundant architecture, designed for increased system availability.

• Only one channel of the Thrust Management System, as well as only a
single thrust rating selection (TRS), one Electronic Thrust Trim system
(ETTS) and one AutoThrottle (AT) are operating at any given time.
• The pilot can select the priority autothrottle channel as well as thrust
rating selection and electronic thrust trim system channels via the
MCDU.
• The THRUST RATING SELECTION (TRS) determines the appropriate

thrust rating upper limit based on the phase of flight when in auto
mode or based on pilot selection when in manual mode.
• The selected thrust rating in either auto (thrust rating selection

determined) or manual (pilot selected) rating mode is displayed on the
EICAS display for pilot reference and is used by the autothrottle, when
engaged, so as not to exceed the determined thrust rating upper limit.
• The auto rating or one of the manual ratings is selected on the MCDU
on the thrust rating select page. The selected thrust rating/mode, of
either AUTO, GA, CON, CLB, or CRZ is indicated in green on the MCDU.
• The TAKE-OFF DATASET (TDS) works within the thrust rating selection
system to allow the pilot to change the default Take-off thrust rating,
in order to accommodate for the different takeoff conditions and
prolong engine life while making efficient use of fuel. The three
possible take-off Datasets are TO-1, TO-2 or TO-3. These selections
are made on the MCDU on the Take-off Dataset menu page.
• The emergency shutdown subsystem provides a way of controlling the

flow of fluids and air to and from the engine during emergency
procedures.
• In an emergency situation, the pilot can stop the engine immediately

by pulling the fire handle. This action stops the fuel flow to the
engine and also stops the flow of the hydraulic fluids and pneumatic
air from the engine to the aircraft systems (IDG GCU is also opened
due to the wind down of the engine).

• Pulling the related fire handle will stop the engine in an emergency
situation. The fuel shutoff valve will close which stops the fuel supply
to the engine.
• The hydraulic system shutoff will also close, isolating the engine side
of the hydraulic system from the airframe hydraulic system.
• The handle also generates a signal which is sent via the MAU to the Air
Management System, which closes the high pressure shutoff valve and
the engine bleed valve. This isolates the engine air system from the
airframe systems.
• The N1 is a primary engine instrument and is displayed to the crew as

a dial, pointer, and digital readout for each engine.
• The N1 Digital Readout is a numerical display of the fan rotor speed,

displayed as a percentage of total rpm for each engine. The N1 Digital
Readout is displayed whenever N1 information is valid. The N1 Dial
provides a graphical representation of the current N1.
• The N1 for each engine is indicated by a rotating analog pointer. The

dials display pie-shaped shading in the area between the 0% position
of the scale to the current pointer position. There are two arc
segments that make up the N1 dial.
• Segment 1 (0% to N1 Redline) represents the normal range of N1, and

segment 2 (Redline and all positions higher) is the red range of N1.
• In the event of a loss of N1 signal,

N1 pointer is removed from the
display.
• The redline is the exceedance

threshold and represents the
maximum allowable N1 value.
• The N1 Reference Arc displays the difference between the actual N1

values and the requested N1 value applied by the thrust lever position.

• The N1 Wing Anti Ice (WAI) bug is
displayed on the outside of the N1
Dial.
• The N1 Wing Anti Ice bug

indicates the minimum N1 value
when the wing anti ice is on and the aircraft is on the final approach
phase.
• The Thrust Rating Annunciation is displayed as text in the center

above the N1 dials. Selected Thrust Rating is provided by the Thrust
Rating Selector (TRS) and is based on phase of flight.
• A Flex Takeoff is used to reduce the engine thrust, to account for

favorable takeoff conditions. An N1 Rating bug is displayed at the
corresponding N1 value on the dial.
• Takeoff Thrust Ratings are selected via the MCDU on the Takeoff
Dataset Menu page.
• The Flex Temperature limits thrust to a value less than the active
takeoff rating if the Flex Takeoff option is selected on and a flex
temperature is set to a value greater than the take off temperature
(pilot inputs).
• Flex Temperature is displayed between the N1 Dials, below the

“ATTCS” Status Annunciation.
• Flex Temperature is selected via the MCDU on the Takeoff Dataset

Menu page.
• The Max Thrust is the maximum allowable N1 value that can be

selected moving thrust levers to the Max position.
• Max Thrust is displayed for each engine as a Green tickmark on the N1

Dial. The maximum N1 value will always be lower than the N1 redline.

• When ATTCS is enabled or armed, it
is annunciated with the label
“ATTCS” in green above the N1
dials. If ATTCS is active in case of
an engine failure, the ATTCS
annunciation is removed from
display and “TO-1 RSV”, "TO-2
RSV”, “TO-3 RSV” or “GA RSV” are
shown.
• When an engine is shutdown by

crew action, the Engine Shutdown
Annunciation OFF is displayed in
the center of the N1 Dial for the
affected engine.
• When an engine flames out or is shutdown without crew action, the

Engine Shutdown Annunciation FAIL is displayed in the center of the
N1 Dial for the affected engine and a Caution CAS Message is
displayed.
• The Thrust Reverser Annunciations are displayed under the N1 Dials

whenever the thrust reverser is not stowed. This is shown with the
annunciation REV in green. An amber REV annunciation if the Thrust
Reverser is transitioning from one state to another (stowed to/from
deployed). The annunciation is displayed in red inverse video in case
of an inadvertent deployment in the air and a CAS message will be
displayed.
• The ITT is a primary engine instrument and is displayed to the crew as

a dial, pointer, and digital readout for each engine. The ITT Readout is
a numerical display of the ITT for each engine, displayed in degrees
Celsius.
• The ITT Dial provides a graphical representation of the current ITT.
• ITT for each engine is indicated by a rotating analog Pointer. The dials
display pie-shaped shading in the area between the beginning of the
scale to the current pointer position.

• The ITT Redline represents the maximum ITT for the certified thrust
rating modes. The lengths of the arc segments on the ITT Dial and the
location of the redline tickmark vary depending on the redline data
provided by the FADEC.
• The ITT amber line is the limit that corresponds to the maximum
continuous ITT limit. The ITT amber line is displayed on the EICAS only
in-flight after the end of the takeoff phase.
• The Engine Fire Annunciation indicates detection of an engine fire

condition for the engine and is displayed as an icon on the ITT gage.
• The Igniter Annunciations indicate the various states of the igniters for
each engine. The label A and/or B or OFF annunciations are displayed
under the IGN label.
• The possible annunciations are:
o IGN A indicates igniter A has been commanded on
o IGN B indicates igniter B has been commanded on
o IGN A B indicates igniter A and B have been commanded on
o IGN OFF indicates igniter locked off
• The N2 is displayed as a digital readout for both engines. If the N2

value is invalid or outside of the displayable range, the N2 digital
readout is replaced with three dashes.
• For each engine, the WML annunciation is displayed when condition of

an engine flameout is detected and the engine has not been returned
to its running condition.
• The fuel display consists of digital readouts for left and right fuel flow,
left and right fuel tank quantities, and total fuel quantity.
• The Fuel Flow in lbs per hour is displayed for both engines as digital
readouts directly under the N2 display. If the Fuel Flow data is invalid
or outside of the displayable range, the readout is replaced with three
dashes.

• The Integrated Engine Vibration Monitoring system indication on the
EICAS consists of one indicator for each engine, and is divided into an
LP and an HP scale.
• The LP indicator represents the N1 rotor and the HP indicator

represents N2 rotor.
• The indication will be shown in green from 0 to 3.9 and in amber from
4 to 5.
• In case the Integrated Engine Vibration Monitoring values are higher

than 5, the maintenance computer and flight data recorder will be able
to continue recording vibration levels up to 10 units.
System Limitations:
Due to engine compressor stall possibility, a static takeoff is not

recommended with a crosswind component greater that 25kts.
Using FLEX Thrust, the total thrust reduction must not exceed 25% of
the Full Takeoff Thrust.
Starter Duty Limits – Dry Motoring:
Start Attempt Max Time Cool Down

1 90 Sec 5 Min
2 through to 5 (1) 30 sec 5 Min
NOTE:
1) After five sequential motorings, cycle may be repeated following a
15-minute cool-down period.
During Engine Starting:
Start Attempt Max Time Cool Down

1 90 Sec (Ground) 10 Sec
120 Sec (Flight)

3 through 5 90 Sec (Ground) 5 Min
120 Sec (Flight)
• For ground starts, the maximum cumulative starter run time per start
attempt is 90 seconds (monitoring plus start time).

• For in-flight starts, the maximum cumulative starter run time per start
attempt is 120 seconds (monitoring plus start time).
Operational Limits:
Parameter Minimum Maximum

N1 - 100%
N2 59.27% 100%
ITT for Engine Start – GRD - 740°
ITT for Engine Start - FLT 875°
Normal Takeoff and G/A - 947° (1)(3)
Max Takeoff and G/A - 983°C (1) (2) (3)
Max Continuous - 960°
Oil Pressure 25psi (4) -
Oil Temp - -
Max Cont Oil Temp - 155°
NOTE:
1) Time limited to 5 minutes. The ITT limits for Takeoff/Go-around and
Maximum Takeoff/Go-around Reserve (ATTCS) thrust ratings are
based on ten minutes periods.
2) Automatically engaged mode in one engine inoperative or
windshear conditions, when the thrust lever is in the TOGA position.
3) ITT transients above the nominal ITT limits are allowed to Normal
and Maximum takeoff, up to 5.5°C for 2 seconds, 4.4°C for 5 seconds,
3.6°C for 15 seconds and 2.4°C for 30 seconds.
4) During starts with oil temperature below –22°C the minimum oil
pressure is 5 psi, time limited to 2 minutes.
Recall Items:
Dual Engine Flameout

EICAS Indication: “FAIL” icon inside both N1 gages. Both oil pressure
indications in Red.
Airspeed ……………………………………………………..Min 250kts
RAT Manual Deploy Handle ……………………….PULL
Land at the nearest suitable airport.

Engine Abnormal Start
Affected Engine:
Start/Stop Selectors ………………………..STOP
Engine Fire, Severe Damage or Separation

Autothrottle ………………………………………..…….Disengage
Affected Engine:
Thrust Lever …………………………………….Idle
Start/Stop Selectors ……………………….STOP
Fire Extinguishing Handle ……………….PULL
Land at the nearest suitable Airport.
ENG 1 (2) FIRE

Autothrottle ………………………………………..…….Disengage
Affected Engine:
Thrust Lever …………………………………….Idle
Start/Stop Selectors ……………………….STOP
Fire Extinguishing Handle ……………….PULL
Land at the nearest suitable Airport.

INTENTIONALLY LEFT BLANK

E 190 Engines

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E 190 Engines

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Engines

• The EMB-190 is equipped with two GE CF34-10E6 turbofan engines.

• The engine produces maximum power from 17,100 lbs up to 18,500

• The engine is a high-bypass, two-spool, axial-flow, turbofan engine. It

• The engine basic characteristics are: A single-stage low-pressure fan

• A 9-stage, axial-flow compressor with variable geometry Inlet Guide

• The accessory gearbox provides mounting pads for the electric

• 5 thermocouples mounted in the inlet stream of the low pressure

• The engine fuel control system is composed of a two channel Full

• The FADEC software provides thrust

• FADEC is powered from the Aircraft DC

• Some of the N1 references are modified by discrete inputs like

• In addition to setting the correct N1 for a given TLA position, the

• The engine fuel indicating system is monitored by engine-mounted

• The purpose of the engine oil system is to provide lubrication and

• The engine lubrication system contains the following main

o An oil reservoir, which is an integral part of the accessory

o The lube and scavenge pump

• Indication is green in normal operation, amber when operating in the

Indication is green in normal operation and amber

• The engine ignition system

• Selection of the ignition system can be performed manually from the

• When ignition is selected to the auto position, the FADEC automatically

• The FADEC activates both igniters whenever a flameout is detected in

• The engine starting system is designed to provide sufficient rotor

• By selecting the start/stop selector knob on the engine control panel

• With the Engine at Idle, remember the 2-4-6 rule:

o N1 Approx 26% - 27%

o ITT Approx 460° - 520° (depending on OAT)

o N2 Approx 62% - 65%

o Fuel Flow Approx 550#/hr

o Oil Press >25psi

• The hydraulic Engine Driven Pump is unloaded by energizing the

o The ignition switch is placed in auto position.

o The start/stop selector knob is momentarily selected to START,

o The Starter Control Valve opens. The FADEC commands the

o Ignition will be turned off when the engine reaches idle.

• An inflight assisted start is identical to a ground start, but the FADEC

• A windmill start is performed according to the following sequence:

o The ignition switch is set to auto.

o The start/stop selector knob is momentarily set to start.

o The switch position is sensed by the MAU, which sends the

o Since no pneumatic pressure is available, the Starter Control

o The FADEC recognizes that the Starter Control Valve remains

• The thrust reverser assembly is located directly aft of and is clamped

• Each thrust reverser half

• In the forward thrust configuration, the transcowl is in the forward,

• The assemblies have a translating cowl that moves aft when

• Each thrust reverser half is operated by two hydraulic actuators

• The thrust reverser is controlled from the cockpit

• This allows the thrust reverser to be deployed or

• The FADEC receives various inputs such as Weight On

• Once the thrust lever is retarded into

• The thrust reverse deployment occurs

• If the engine is inoperative the thrust reverse trigger is not released,

• The engine thrust control is provided by the thrust management

• The engine monitoring function is also performed by the FADEC by

• The FADEC supplies ARINC 429 outputs of engine parameters and